Clutch operating device fob motor



July l2, 1938. E Q H|LL1 AL Re. 20,794

l cw'rcu orznums nnvxcs Fon' noToR vmucms original Filed Dec. 1', 1951, 2 sheets-sheet. 1

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a l' www July l2, `1938. E. G. HILL E1' AL CLUTCH OPERATING DVICE FUR iiD-TOR VEHICLES Original Filed Dec. 1,. 1931 2 Sheets-Sheet 2 `Reissued July 12, 1938 CLUTCH OPERATING DEVICE FOR MOTOR VEHICLES Edward G. Hill and Henry W. Hey, Richmond, Va., assignors to Hill Engineering Corporation, Richmond, Va., a corporation of Virginia 4 Original No. 1,881,188, dated October 4, 1932, Se-

rial No. 578,394, December 1, 1931. Application for reissue January 26, 1934, Serial No. 708,502

27 Claims. (Cl. 192-.01)

. This invention relates to clutch operating devides for motor vehicles.

InI the copending-applications of Edward G. Hill, Serial Nos. 487,319, led October 8, 1930,'and

gressively open the engine throttle and will operate the valve mechanism to permit the clutch elements -to return to normal position relatively slowly, the rate of return movement being fixed by a bleed valve.

in low, intermediate or highhgearsf 5 537,155 iiled May 13, 1931, there are disclosed The present inventionis an improvement over 5 power mechanisms particularly adapted for use the structures lof the prior applications referred in operating the clutch pedal of a motor vehicle. to inasmuch as it contemplates a normal position In the prior constructions referred to, the power toward which the manualcontrol is biased and at device is operable by differential pressure such, for whichpoint movement of the clutch elements toexample, as the vacuum of the intake manifoldl ward operative position will be completely-ar- 10 of the motor vehicle engine. The prior construcrested, and whereinu movement of the clutch eletions provide control means for a motor vehicle ments into operation will be determined autoclutch whereby the clutch elements are rapidly matlcally in accordancewith conditions present,

' movable to disengage position but are controlled i. e., according to the operation of the manual in their return movement to operative position in contro instead of being definitely controlled by 15 accordance with conventional practice wherein a fixed bleed valve. Y n

the elements ofthe clutch move relatively rapidly An important object of the invention is to protoward -each other until they are nearly in envide a novel form of control mechanism for a gaging position, and then are relatively slowly power clutch operatingdevice wherein the clutch brought into operative engagement to prevent elements may be brought into engagement'lela- 20 "grabbng of the clutch elements: tively slowly when the vehicle' is inglow gear,

The device of application Serial No. 487,319 inor in `reverse gear, and wherein more rapid encludes a main valve and an auxiliary valve, the sagement takes Place When the Vehicle 1S in former of which is operable by the hand or foot second or high gear', Such Operatirl taking place of the operator, while the auxiliary valve is conautomatically without any attention on the part 25 nected to some portion of the power device to be of the operator other than the usual operation of actuated thereby to effect the retarding of the the motor throttle. movement of the clutch elements as they ap- A further object is to provide a device of the proach operative position, The hand or foot character referred to wherein novell means is member employed for operating the main valve,' employed for utilizing the degree 0f Vacuum in 30 and which may be termed "the manual control the intake manifold for determining the rapidity is operative in one direction from normal position with which the clutch elements will be brought to eiect declutching, and is movable in the oppolnto actual engagement whereby the Operation 0f .site direction to a point spaced from normal posishifting gears is greatly facilitated without the tion to arrest movement of the clutch elements Se 0f the Clutch pedal. and wherein the Shifting 35 at the point where' they are about to come into 0f the gears iS permitted t0 take place in e miniengagement. When th'e manual control is then mum length 0f time.

moved completely to normal position, or when it A'further object is to provide a normally Closed' is moved continuously from operative to normal vent valve associated with the main valve 40,position, the movement of the clutch elements through which the DOWer device iS Operated, and 40 into engagement is automatically retarded to a to provide means for opening the vent valve to given rate of movement to prevent grabbing of the a degree CerreSpOIlding t0 the degree 0f Vacuum clutch. in the intake manifold to determine the rate of In application Serial No. 537,155 there is dismovement of the clutch elements into engageclosed a similar mechanism wherein the manual ment with each other. l 45 control" is in the form lof a treadle which -is oper- A further object is to provide means operative able for eiecting declutching, and which, when in accordance with the' degree and rapidity of released to return to normal positionm controls accelerator operation for determining the rapidthe power device in such a manner .that the ity with which the clutch elements move into opclutch elements will return rapidly toward enerative engagement with each other whereby 50 gaged position 'and will have their movement arproper engagement of the clutch elements will rested just prior to the point where clutch engagebe effected directly in accordance with accelerment takes place. Further movement of the ator` action which differs according 'to whether treadle beyond normal position will then prothe operator is driving thegvehicle in reverse, or

yliti 56 Other objects-and advantages of the inventionforeign material by a longitudinally expansible Y; will become apparent during the course of the following description. In the drawings we have shown one embodimentv of the invention. In this showingi -Figure 1 isa sidev elevation illustrating the device installed for operation, parts of the vehicle being shown in-section,

Figure 2 is an enlarged vertical sectional view,

parts being shown in elevation and parts being Y broken away,

Figure 3 is an enlarged vertical sectional view through the valve mechanism taken on line 3-2 of Figure 1, and,

Figure 4 is a detail ployed for actuating the main control valve. Referring to Figure 1, the numeral III designates the vehicle as a whole having the usuall internal combustion engine Il including an intake manifold I2. 'The vehicle further includes a dash I3 and floor boards I4, as will be apparent.

The device forming the subject matter of the present invention comprises a-power device indicated as a whole by the numeral I5. 'Ihis device may be of any desired type and is shown in the present instanceas being a differential'pressure operated diaphragm mechanism. Referring to Figure 2, it will be noted that the power devicev I5 includes upper and lower complementary cas-l ing sections I5 and I1 having their adjacent edges turned outwardly to formparallel flanges .Il between which is mounted the edge portion of la o diaphragm I9. Bolts 2|! secure together the flanges IB and the edge portions of. the diaphragm I5. l v

The bottom of-the diaphragm-casing section I1 is provided with vent openings 2| communicating with the atmosphere. Disks 22 are secured against opposite sides of the bottom of the casiing section I1, and a cup 22 is securedagainst the bottom disk 22 whereby it is spaced away from the casing section I1 to permit thevent openings 2| tol communicate with the atmos- 'Y The cup 22 and the top of theupper cas- VVing section IB are secured to the dash I3 by phere.

brackets 24 and 25. e l

A bearing 25 is arranged-in axial alinement l. with the casing sections I5 and I1 and a vertical shaft 21 is slidable therein. 'I'he v.upper end of the shaft extends through suitable openings 28 in the bracket 2l, cup 23, disks 22 and the casing section I1. `The diaphragm I9 is provided on lopposite vsides of the central portion thereof with disks 29 secured to each otherand to the diaphragm by rivets or other fastening elements 2li. 'I'he upper end of the shaft' 21 is reduced and threaded as atl 3| andl extends through alined axial openings 32 formed in the diaphragm and in the disks l29. A nut 'is threaded von the upper end cf'the 4reduced portion -'of the shaft.

as clearly shown in Figure 2. 4

Theshaft 21 extends downwardly below the bearing 26 a substantial distance and is provided at its lower end with an eye Il. This eye is connected by a bolt or pin 25 to a'yoke 25 connected to one end .of a cable I1. The cable passesarounda pulley' Il iournalled in a suit` able bracket 29 supported by a suitable xed part of the vehicle, such as the side frame thereof. The other 'end of the cable is provided with a yoke III connected by a pin or bolt 4| to the clutch pedal I2 of the vehicle. This pedal is connected to the usual shaft 43 which operates a conventional clutch (not shown).

'1s o 'me man 21 ispmcteq against dirt-ma other view of acrank rod exn-V and contractible sleeve ,formed of rubber or the like and having its upper end 45 surrounding .the bearing 25.` The lower end of the sleeve is arranged over the upper of a pair of nuts l5 to be supported thereby. The sleeve 44 issufilciently long to permit full vertical movement 'of the shaft 21. An arm 41 has one end surrounding the shaft 21 and clamped .thereto by the nuts i municates vwith the interior of the upper diaphragm casing section I8 through a pipe or conduit 55. A valve indicated as a whole by the nuv'meral 511s arranged in the chamber 5| and comprises spaced valve heads 58 and 59 connected by a reduced stem SII. The valve 51 is shown in its normal position vin Figure 3 with its lower end resting upon a .head 5| closing the lower end of the .valve chamber 5|. Just above the head 5|, thechamber 5| vis preferably vented as at 62 to prevent the accumulation of pressure in the bottom of the chamber as the valve 51 moves downwardly.- The upper end of \the valve chamber 5| is closed by a cap 52 vented to the atmospherev as at 5I.-

A slide valve 55 is arranged in the valve cham ber 52 and normally occupies the position shown in Figure 3, :lust below the port 52. In a manner to be described, the valve 55 is adapted to be moved to a position wholly above the port 52,

atmosphere through a port extending through s the wall of the chamber 52 preferably at a point diametrically opposite theport 52. A head 56' isarranged in the lower end of the chamber 52,

while the latter, Just above the head 65', is vented to the atmosphere as at 61. An operating stern is secured at its upper end to the valve '55' Referring to Figure 1, the numeral 1| designates the throttle operating rod of the vehicle provided at its upper end with a button 12. This button'is adapted to be actuated by a specialY novel form of treadle 13'which forms, per se, no part of the present invention. The forward end of the treadle rests upon the button 12 and the button is adapted to be actuatedv by the treadle' upon depression thereof, as will be apparent The treadle -isconnected at its lower end to a novelV form of hinge mounting 1I, one end of the hinge being pivotally connectedas at 15 to the lower end of the treadle, while the forward end of the hinge is pivoted as at 15 to a plate 11 secured against the iioor board Il.

The plate 11 carries a small bearing 1l swiveled thereto and rotatably supporting a crank rod 1l. 'Ihe other end of this rod extends through an opening l0 formed in the dash i2. 'Ihe swivel `mounting oi' the bearing 1l is provided for the reason that installations of/the device on dif- 40 'in whichV case the latter communicates Awith the ferent motor vehicles require that the rod 19 be arranged at different angles, which condition is taken care of by the swivel mounting of the bearing 18. The rod\19 is provided at one end with an offset crank arm 8| carrying a substantially sphericaly roller 82 which contacts with the bottom of the treadle 13 near the rear end thereof, as shown in Figure 1.

'I'he lower valve member 59 is connected to the upper endof a valve .stem 83 'which extends downwardly through a suitable opening in the head 5I. The lower end of the stem 83 is pivotally connected to one end 84 of a link 85. A bracket 86 is secured tothe bearing 25 and has its arms 81 turned outwardly to form bearings supporting a rock shaft 88. 'Ihis rock shaft has a crank'89 at one end pivotally connected to the other end 90 of the link 85,\as shown inY Figure 1. A spring 90f 88 in one direction.v

- The other end of the rock shaft 88 is provided with a crank 9| connected by a ball and socket to the upper end of av link 92.` The ball and socket may be of any conventional type tends t0 turn the shaft vand is illustrated as a whole by the numeral 93.

A similar ball and socket connection 94 isprovided between the lower end "of the link 92 and a crank carried by the rod 19. It will be apparent that when the roller 82 isv depressed a rocking motion will be transmitted to the rod 19, thus moving the crank 95 and link 92 downwardly. 'I'his movement is transmitted to the shaft 88 by downward movement of the crank 9|, andl this movement swings the crank 89 upwardly thus elevating the valve stem 83 and valve 51, through the link 8 5. The operation, which takes place upon elevation of the valve 51 willbe later referred to in detail.

A T connection 95 is connected to the valve body 50 to communicate with the chamber 5I, under certain conditions, through a port 91. The branch of the T is connected to one end of a pipe 98, and the opposite end of this pipe isv connected to the intake manifold I2 as shown in Figure l. The other end of the run of the T 95 is connected by a union 99 toone end of a pipe- |00. This pipe is coiled intermediatev its ends as at y|0I for convenience 'in applying the ends of the pipe to its two connections.

seat is engaged by a, valve IIII carried by a stem .I II connected to the diaphragm |05 substantially axially thereof. The casing section |03, together with the diaphragm |05, defines a chamber II2 communicating with the atmosphere through a port II3.

, The casing section |05 is provided with an axial extension I Il in which is arranged a spring II5 operating at one end against the diaphragm |05 tending to move the valve ||0 from its seat. 'Ihe other end of the spring contacts with an adjusting screw II5 which is secured in adjusted positions by a lock nut ||.1. The casing |04 defines with the diaphragm a chamber |I8. This A diaphragm housing |02 is arranged adja- J chamber has an angularly extended boss II8 to which the other end of the pipe .|00 is connected byy a union |20. Since the pipe 98 is connected to the intake manifold, it will beapparent that the depression therein will be com.

municated to the chamber II8, whereby atmosmove the diaphragm |05 outwardly to seat the -valve IIO.

The operation of the device is as follows:

It will be apparent that the shaft -or rod 19 may be rocked about its axis by depression of the lower end of the treadle 13, this movement causing the roller 82 to be moved downwardly. This action,ho wever, -is in no way dependent upon the position-of the motor throttle, since l When` it is desired to shift the gears of the motor vehicle, the rear or lower end of the treadle 13 is depressed, usually with the upper end of -the treadle released whereby the motor throttle will be in idling position. Assuming that the vehicle is being started from a standstill with the gear shift lever in neutral position, and with the engine running, theoperator depresses the lower end of the pedal 13 by pressure of the heel, and this action rocks the shaft 19, thus transmitting upward movement to the valve 51 in the pheric pressure 'in the chamber I|2 tends to.

manner previously described, through the rocking v of the shaft 88 'and the operation of the parts connected thereto. When the valve 51 is moved upwardly, the lower head 59 moves across and closes the ports 53 and 55, and stops below the port 54. At the same time, the upper head 58 opens the port 91, and thus communication will be established between the ports 5I and 91 around the stem 50. Accordingly, the upper casing sec,- tion I5 will be placed in communication with the vintake manifold through the conduit 55, through the valve mechanisnaandfthence through the T 95 and pipe 98. Under such conditions, atmosf pheric pressure beneath the diaphragm I9 effects -upward movement thereof, which movement is transmitted through the shaft 21 to the cable 31. This movement of the cable is transmitted in turn to the clutch pedal 42 and thus this pedal is moved to depressed position to disengage the clutch elements.

'I'he valve 55 normally occupies thevposition shown in Figure 3 whereby the port 53 is in communication with the atmosphere through the open upper end of the chamber 52 and through the port 55. When the shaft 21 is moved upwardly under the influence of differential pressure in the power device in the manner referred to, the valve 55 also will be moved upwardly through its connection with the arm 41, which is connected to the shaft 21 as shown in .Figures 1 and 2. When the valve 55 reaches its upper limit of movement, the bottom of the valve clears the ports 53 and 65, and accordingly the port 53 will bein communication with the atmosphere. At

referred to, the o" rator shifts into low and then releases the lower end of the treadle 'Il p Iand slowly depresses the 'forward eifd thereof.

Independently of the depressionV ofthe forward end of ythe treadle, the releasing of the lower end of the treadle causes the return of the valve I to normal position by virtue of `the action of the spring 90. When the valve 5'I thus returns to normal position, it uncovers the port 53, and this port having been placed in communication with the atmospherewhen the valve 55 reached its upper position, it will be apparent that the port 54 will communicate with the atmosphere through ports 53 and 55. 'This action causes air to rush into the upper casing section I6 `thus partially reducing the diiierential pressureon opposite sidesof the diaphragm I9, whereupon the diaphragm will start to move downwardly quite rapidly due to the action .of the usual clutch spring and the fact that the pressure differential is substantially reduced. l

@as the shaft 21 moves downwardly with the diaphragm' I9, the' valve 55 moves across the ports 53 and 56, thus cutting off communication between the atmosphere and the interior of the upper casingl section I5, and continued downward movement ofthe diaphragmv I! and associated kelements causes a sumcient dierential pressure to be recreated on opposite sides of the diaphragm I! to arrest further downward movement of this element. The `nuts 69. are readily adjustable along the stem 58, to determine the point at which downward movement of other. Unlesssuch further action is performed.

theclutch elements will remain in their arrested position for an indefinite length of time provided there is no substantial leakage past the various valve'members referred to.

In connection with the foregoing operation, attention is invited'to the fact that regardless of the position of the valve 51, the chamber IIB is in constant communication with the intake manifold, vand the differential pressurelon opposlte sides'of the diaphragm- |05 is normally greater than the compressive force of the spring II5 actin'g against the diaphragm |05, and accordingly ,the valve IIII will be held in closed position. As previously stated, it is being assumed that-the operator has started from a standstill andh'as lplaced the` gear shift lever in low gear and as iswell known, the clutch of a motorvehicle is released quite slowly when f the present apparatus.

,in low gear while the. accelerator pedalis vgradually depressed. Buch conventional operation of a motor vehicle is simulated perfectly When the operation ofthe apparatus has been carried to thepoint previously described with the gear shift lever inV low gear position and the clutch elements about to come into engagement with each other,- the 'upper end of the treadle I3 is slowly depressed, thu'sslowly moving the throtf tle rod Il and gradually opening the throttle.

20,794 y gear This action causes a gradual increase in the preswith sure in the intake manifold and thus the presphragm III5 ywill be slightly reduced, but this increase will be sufiicientto permit the spring II5 to overcome the differential pressur referred to, thus slightlyunseating the valve III. Air at atmospheric pressure then enters the port II3, passes the valve I I0, and then flows through port 55, through the valve chamber, 5I, around the stemill, through port 54 and conduit 56 into place relatively gradually to bleed airinto the space above thediaphragm I9, and accordingly Ithis member will movedownwardly relatively slowly and the clutch elements will be brought into -gradual engagement with each other. l

The continuation .of thisv action radually speeds up'the `motor and brings the c utch elements into full engagement, and when the proper vehicleJ speed has been reached, the operator is ready to shift into second gear. This operation is accomplished by preferably releasing the upper end of the treadle I3 to permit the motorv to return to idling speed, and by depressing the lower end of the treadle to effect upward move-- ment of the diaphragm I9 in the vmanner previously described.- With the clutch thus placed ysure differential on opposite sides of the diathe upper casing section I6. This action takes in inoperative condition, the g/ear shift lever is moved into second gear, whereupon the lower end o-f the treadle is released' and the upper end is pressed vdownwardly and forwardly lto increase-the engine speed. As is well known, the clutch elements-of a motor vehicle may be brought into engagement with each other more rapidly when the vehicle is in second gear, due to its momentum, than when it is in low gear, and

accordingly the operator may more rapidly depress the upper end of the treadle I3 in accordance withl conventional practice. This action repeats the operation' as previously described wherein the valve III) is unseated to bleed air into the upperA casing section I5 to permit the .clutchr elements to come into engagement after their movement has been previously arrested in the manner described, except that a more rapid opening of the throttle causes a greater increase in the pressure of the intake manifold, and thus more greatly decreasing the pressure diiferential' on opposite sides of the diaphragm I B5. The

.spring II5 accordingly opens the valve I III-to a clutch elements maybe brought into engagement even more rapidly in high gear than in second gear.. and accordingly the` throttle may be depressed more rapidly than under the previously described conditions thus permitting the clutch elements to come into Aengagement with each other relatively rapidly. The rate of.movement of the clutch elements into engagement after their movement is arrested is not fixed in any case but is dependent upon the'pressure in the intake manifold, and this pressure, or in other rapidly as can be done in accordance with conventional practice and individual drivers are permitted to act in accordance with their individual desires in the matter of the rapidity with which they pass through the various steps of shifting gears. The rapid movement of the clutch elements up to the point where their movement is arrested just prior to clutch engagement materially reduces the time necessary for passing through the various gears.

The use of the diaphragmand associated v elements provides extremeflexibility in operanates the necessity of controlling the speed of engagement of the clutch elements in accordance with the position of the gear shift-lever and gears, and provides substantially unlimited ilexibility which cannot be obtained when the speed of engagementof the clutch elements is con` trolled definitely in accordance with thepositions of the transmission gears or in accordance with the operation of the accelerator without regard to engine speeds. In practice it has been found that accuracy of adjustment can be so perfectly obtained that smoother starting is accomplished than is possible with conventional operation, especially in the case of more or less inexperienced drivers.

The use of the apparatus also permits the practice of freewheeling wholly under the control of the operator. For example, when it is desired to disengage the motor from the driving wheels while the vehicle is under way, it merely is necessary to depress the lower end of the treadle 13 and substantially simultaneously relea'se` the upper end ofthe treadle, whereupon the clutch will be disconnected and the engine permitted to idle until such' time as reengagement of the clutch is desired. The clutch elements may be reengaged merely by releasing the lower end of the treadle 'I3 and-depressing the upper end of the treadle; whereupon vthe clutch elements will be released for complete engagement, and this action readily may be practiced without' any particular exercise of skill on the part of the operator.

Wherever the expression normal position or a similar expression occurs in the specification and4 claims, such expression is intended to indicate the position to which an element is con-n" stantly. biased, that is, a position to which an element will move in the absence of a specially applied force. For example, the normal position" of the valve 51 is its lowermost position in Figure 2, since this valve will move to such position under the influence of the spring 90 in the absence of a force specially applied to the lower end of the treadle 13. v-

It is to be understood that .the form of the invention herewith shown anddescribed is to be taken as a preferred example of the same and that various changes in the shape, size and ar-` rangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

We claim: 1. Apparatus of the character described comprising a power device connected to an operating A member of a motor vehicle clutch, controlmeans operable for rendering said power device operative to. move the clutch to inoperative position and for releasing the clutch elements for movement for releasing the clutch elements for movement toward operative position, 'means automatically operative asv the clutch elements approach operative position for arresting 'the movement `of such.

elements, control means for causing retarded movement of the clutch` elements into engagement with each other, and means' controlled by the rate of operation of the throttle of the motor vehicle engine in proportion to the engine speed for controlling the rate of movement of the clutch elements into engagement with each other through said last named means.

3. Apparatus of the character described comprisingv a power device connected to an operating member ofV a motor vehicle clutch, control means operable for rendering said power device operative to move the clutch to inoperative position and for releasing the clutch elements for movement toward operative position, means operative as the clutch elements approach operative positionV for arresting the movement of such elements, and means for controlling the rate of movement of the clutch elements into engagement with each other in accordance with prestive to move the clutch vto inoperative position and for` releasing the clutch elements for movement toward operative position, means automatically operative as the clutch elements approach operative position for arresting the movement of such elements, control means for causing re.

tarded movement of the clutch elements into engagement with each other, and means for controlling said last named means for determining the rate of movement of the clutch elements into engagement with each other in acmanifold of the motor vehicle engine whereby clutch element engagement takes place withincreased rapidity upon the` increase in pressure in the intake manifold.

5. Apparatus of the character described com- Vcordance with pressure present in the intake I prising adifferential pressure power device havf ing a` movable member connected to an operating member of a motor vehicle clutch, a control device movable for establishing pressure diierential in said power device to move the clutch elements to inoperative position, said control device being normally operative to establish pressure equalization in said power device,. means automatically operative as the clutch elements reach approximately the point of initial engagement for arresting the movement of such ele-v ments, and a valve for controlling the rate of movement of the clutch elements into operative engagement in accordance with the rate oir opy eration of the throttle of the vehicle engine in proportion to the engine speed.

6. Apparatus 'of the character described comy prising a power device operable by di'erential pressure and having a movable member .connected to a motor vehicle clutchvhavingfa normal bias to operative position, valve mechanism normally establishing pressure equalization. in` said power device and operable for establishing differential, pressure therein, a control device for actuating a portion of the valve mechanism lto render it operative and releasable to permit it to become inoperative, said'valve mechanism including automatic means operative upon the release of the control device for arresting the movement of the clutch elements as they approach operative position, and means for establishing pressure "equalization in said power device at a retarded rate Vto retard the-movement of the clutch elements into engagement with each other in accordance with the rate of operation of thev throttle of the motor vehicle engine in propor-A tion to the engine speed..

7. Apparatus oi the character described comprising a power device operable. by diierential `pressure and having amovable member connected to a motor vehicle clutch havinga normal bias to operative position, valve mechanism normally establishing pressure equalization in said power device and operable for establishing diil'erential pressure therein, a control de-v vice for actuating a portion of the valve mechanism to render it` operative and releasable to permit it to become inoperative, said valve mechanism including automatic means operative upon v the release ofthe control device for arresting movement of the clutch elements as they ap` proach operative position, control .means for causing retarded movement of the clutch elements into engagement with each other, and means controlled bythe rate 'of operation of the throttle'in proportion to the engine speed and operative through said last named means for controlling the rate of movement oi' the clutch elements into engagement with each other.

8. Apparatus of the character described comprisinga power device operable by differential pressure and having a movable member connected to a motor vehicle clutch having a normal bias to operative position, valve mechanism normally establishing pressure equalization in said power device and operable for; establishing difierential pressure therein, a control devicefor actuating a portion of the valve mechanism to render it operative and releasable to permit it to become inoperative, said valve mechanism including automatic means operative upon the release of the -contro device for arresting movement of the clutc elements as they approach operative position, control means for causing retarded movement of the clutch elements into engagement with eachother by relatively slowly establishing pressure equalization in said power device, and means controlledJ by thev rate of operation of the throttle inproportion to the engine speed and operative through said last named means for determining the rate of es tablishing pressure equalization in said power device.

9. Apparatus of the character described com prising a power device operable by differential pressure Vand having a movable member conlNiieilted to a motor vehicle clutch having a normal i' bias to operative position, valve mechanism normally establishing pressure equalization in said power'device and operable ior establishing diierential pressure therein, a control device for actuating aportion of the valve mechanism to render it voperative and releasable to permit it to become inoperative, said valve mechanism including automatic means operative upon the release ofv the control device for arresting the movementrof thel clutch elements as they approach operative position, and means for relatively slowly-establishingll pressure equalization in said power device to re` tard the movement of the clutch elements into engagement with each other at a rate substantially in accordancewith-the increase in pressure inthe intake manifold of the vehicle engine. A 10. Apparatus of the character describedv comprising a power device operable by differential pressure and havingl a movable'member connected to a motor vehicle clutch having a normal bias to operative position, valve mechanism normally Lestablishing pressure equalization in said n' powerdevice and operable for establishing differentialfpressurek therein, a control device for actuating a portion of the valve mechanism' to render it operative and'releasable to permit it to become inoperative, said valve `mechanism including automatic means operative upon the release of the control device for arresting the movement of. the clutch elements as they approach operative position, a control valve operative for eiecting relatively islow pressure equalization in said power device to retard the movementl of the clutch elements into engagement with each other, and means for governing said control valve in accordance with pressure in the intake manifold.

11. Apparatus of the character described comprising a differential pressure power device having a movable member connected to a motor vehicle clutch having a normal bias to operative position, said power device having chambers on opposite sides of said movable member one of which is in constant communication with the atmosphere and the other oi which comprises a suction chamber adapted for communication with a source ofreduced pressure, valve mechanism nor.-

mally affording communication between said suc- -tion chamber and theatmosphere and operable for connecting said suction chamber to the reduced pressure source, said valve mechanism' including automatic means f operative when the valve mechanism returns to normal position for arresting the movement of theiclutch elements as they approach operative position by closing the normal communication between the suction chamber and the atmosphere, a normally closed valve adapted toV be opened to connect the suction chamber to thev atmosphere, andcontrol means ior saidv valve operable for eiecting movement thereof in accordance with the rate of operation of the engine throttle in proportion te the engine speech 12. Apparatus ofthe character' described comprising a differential pressure power device having a movable member connected to a motor vehicle clutch having a normal bias to operative position, said power device having chambers on opposite sides oi' said movable member one'of which is in constant communication with the atmosphere and the other of whichcomprises a suction chamber, valve mechanism normally affording communication between said suction chamber and the atmosphere and operable for connecting said suction chamber to the intake manifold of the vehicleengine, said valve meclianism including automatic means operative when thevalve mechanism returns to normal position for arresting the movement of the clutch elements as they approach operative position byM closing. the normal communication between the suction chamber and the atmosphere, a valve adapted to affordV communication between the suction chamber and the atmosphere, resilient means normally tending to open said valve, and control means for said valve including a suction line communicating with the intake manifold and normally operative by the differential pressure created by the suction therein for retaining said valve closed, said resilient means being of a tension adapted to overcome the closing effect of the differential pressure on said valve upon an increase in pressure in the intake manifold.

13. Apparatus constructed in accordance with claim 12 wherein the control means for said valve further comprises a diaphragm having one side in communication with the atmosphere and the other side in communication with the suction line whereby the pressure of the atmosphere normally retains the valve in closed position against the tensionl of said resilient means.

14. The combination with a motor vehicle engine and a clutch therefor provided with an operating member and having a normal bias to operative position, of a power device connected to the clutch operating member, control means operable for rendering said power -device operative to move the clutch to inoperative position and for releasing the clutch elements lfor movement toward operative position, means operative as the clutch Yelements approach operative position for arresting the movement of such elements, and means forcontrollingl the rate ofv movement of the-clutch elements into engagement with each other in accordance with the rate of operation of the throttle of the motor vehicle engine in proportion to the engine speed.

15. The combination with a motor vehicle engine and a clutch therefor provided with an operating member and having a normal bias to operative position, of a power device connected to the clutch\operating member, control means operable for rendering said power device operative to move the clutch to inoperative position and for releasing the clutch elements for movement too ward operative position, means automatically operative as the clutch elements approach operative position for arresting the movement of such e1e-.

ments, control means for causing retarded movement of the clutch elements into engagement with 5 cach other, and means controlled by the rate of operation of the throttle of the motor vehicle ensgine 4in proportionto the engine speed for controlling the rate of movement of the clutch elements into engagement with each other through.

s said last named means,

16. .'the combinatiorr with a motor vehicle engine and a clutch therefor. provided with an operating member and having a normali bias to operative position, of a power device connected to 5 theelutch operating member, control means 0perable for rendering said power device operative to move the clutch to inoperative `position and for releasing the clutch elements for movement toward operative position, means operative as the U clutch elements approach operative'position for f arresting the movement of such elements, and means/for controlling the rate of movement of the clutch elements into engagement with each other in accordance with pressure present in the 5 intake manifold of the motor vehicle engine whereby clutch element engagement takes place with increased rapidity upon the increase in pres-v sure in the intake manifold.

1'7. The combination with a motor vehicle engine-and a clutch therefor provided with an oper- 5 ating member and having a normal bias to oper-foi' ative'position, of a power-device connected to the clutch operating member, control means operable f or rendering said power device operative to move the clutch to inoperative position and for releasing. 10

the clutch elements for movement toward operative position, means automatically operative as Ithe 'clutch elementsapgproach operative position for arresting the movement of s uch elements, control means for causing retarded movement-of the 15 clutch elementsinto engagement with each other, and means for. controlling said last named means for determining `the rate of movement of the clutch elements into engagement with each other in accordance with pressure present in the intakeA 20 manifoldy of' the motor vehicle engine whereby clutch' element engagement takes place with increased rapidity upon the increase in pressure in the intake manifold.

18. In an automotive vehicle provided with a 25 drive shaft and an internal-combustion engine having an intake manifold and further provided with a.cluteh for controlling the connection 'between the engine and drive shaft, power means for operating said clutch, and means for com- 30 pletely controlling the clutch engaging function of said clutch operating means during the portion of the movement of the clutch in which engagement of the clutch elements takes place, said controlling means being automatically operable 35 with changes in the degree of gaseous pressure Within said manifold and to a. degree which is in direct proportion to said'chang'es to thereby control the rate of clutch engagement.

19. In an automotive vehicle provided with a 40 drive shaft and an internal-combustion engine having an intake manifold and further provided with a clutch for controlling the connection between the engine and drive shaft, vacuum operated means for operating said clutch, and valve 45 means for completely controlling the clutch en- Ygaging function of said clutch operating means during the portion of the movement of the clutch in which engagement of the clutch elements takes place, said valve means being automatically operable with changes in the degree of gaseous pressure within said manifold and to a, degreev which is in direct proportion to said changes to thereby control the rate of clutch engagement.

20. In an automotive vehicle provided with a drive shaft and an internal-combustion engine having an intalie manifold and further-provided with a clutch for controlling the connection between the engine -and drive shaft, vacuum operated means for operating said clutch, and valve d0 means for completely controlling the clutch fengaging'function of .saidclutch operating means during the portion of the movement of the clutch in which engagement of the clutch elements takes place, said valvemeans being automatically operable with changes in the degree of gaseous pressure within said manifold and to a degree which is in direct proportion to said changesl to thereby control the rate of clutch engagement, said valve means comprising a movable part operable by differentials of pressure caused 'by said changes in manifold pressure.

21. In apparatus of the class described, a fluid pressure power device including means responsive to differential pressure connected to the operating 'II member of a mal bias to operative or engaged position, and

control means for said power device, in11`111i1g1fV .valve means for controlling communix'zatiii` tween said device and a source of fluid presgure and between said device and the atmosphere and operative as the clutch elements approach operative position ior arresting the movement ofsuch elements, and Adifferential pressure operated means independent of said valver means.

22. A clutch operating mechanism foranA automotive vehicle provided with an internal combustion engine 'having an intake manifold and further provided with a clutch, said operating mechanism comprising a vacuum-operated fluid motor and control valve mechanism for said motor including means operative as the clutch e1e` ment'sapproch operative position for arresting the movement of such elements,Y andmeans, conneetedf to said motor and manifold,k for controlling the clutch engaging function of said motor, said last named means being operable in accordance with the' degree of manifold vacuum.

23. In a pressure differential operated clutch' control device for motor vehicles, a power actuator including cooperable elements, .one of which is movable relative to the other, means for connecting one of said elements to a clutch to be operated, and means for controlling the differentials ofpressure within said motor to effect the disengaging and engagement of the clutch in such fashion as to simulate a conventional manual operation of the clutch, said `means ycomprising valvular means operative to eectl a relatively high lrate of change of differentials during the first stage 'of clutch engagement Eand then to arrest the movement of the'clutch elements, and to effect a relatively low rate of change of dif,-

ferentials during Fthe last stage of kclutch vengagement, the differentials during said last stage being'determined in-accordance with the Vmode of operation of the engine throttle.

- vided with means for vacuum connection and for 24. In clutch operating mechanism for automobiles, a source of vacuum, a differential pressure operated mechanism including a pressure responsive member, said mechanism being proairrelief, and means for controlling the air remotorvehicle clutch having anor. 2

2f 30,7941.- l" v lief lassociated with said--diierential pressure operated mechaiiism to afford relatively unrestricted relief during the first part of the stroke of said member and to arrest the motion of said member when the'clutch elements are in aposition be- :tween disengaged and fully engaged positions,

said controlling means including a diaphragm `valve, and resilient means for biasing the valve,

said diaphragm being subjected to diiferential pressure.

. 25. In an automotive vehicle provided with a drive shaft and an internal combustion engine having an intake manifold and further provided with a clutch for controlling the connection between the engine and the .drive shaft,"power means .for operating the clutch, and control means automatically operable with changes in the degree of gaseous pressure within said manifold and to a degree which is in direct, proportion to said changes for completely controlling the rate of engagement of the clutch elements.

- 26. In an automotive vehicle provided with a drive shaft andan internal combustion engine having an intake manifold and further provided with a clutch for controlling the connection between theengine and drive shaft, vacuum operated means for operating said clutch, and valve means'automatically operable with changes in the degree of gaseous pressure within said manif fold and to a degree which is in direct propor-` tion to said changes for completely controlling the rate of engagement of the clutch elements.

2'7'l In an automotive vehicle`provided with a drive shaft and an internalfcombustion engine having an intake manifold and further provided with a clutch for controlling the connection between the engine and drive shaft, vacuum operated means for operating said clutch, and valve 'means automatically operable with changes in the degree of gaseous pressure within said manifold and to a degree which is in direct proportionA to said changes for completely controlling the rate of engagement of 'the clutch elements, said valve means comprising a` movable part operable by diierentials `of pressure caused bysaid changes in manifold pressure.

EDWARD G. HILL. HENRY W. HEY. 

